Draft-rigging.



6. Q. LEWIS.

DRAFT RIGGING.

APPLICATION FILED APR. :3. 1916.

N VEN TOR. 'ozidn'th diam;

Patented June 5,1917.

2 SHEETS-SHEET 1.

' ATTORNEY 6. Q. LEWIS.

DRAFT RIGGING.

APPLICATION mu) APR. 13. 1916.

Patented June 5, 1917.

WITNESS w *TTEU dTATEd arena carton.

'ro WILLIAM H. MINER, or

DRAFT-RIGGING.

Specification of Letters Patent.

Patented June 5, 1917.

Application filed April 13, 1916. Serial N0. 90,841.

To all whom it may concern:

Be it known that I, Gooomon Q. LEWIS, a citizen of the United States, residing at W'heaton, in the county of Dupage and State of Illinois, have invented a certain new and useful Improvement in Draft-Riggings, of which the following is a full, clear, concise, and exact description, reference being had to the accompanying drawings, forming a part of this specification.

This invention relates to improvements in draft riggings.

The object of the invention is to provide a draft rigging for railway cars so arranged as to permit removal of the gear from the under side of the sills without disconnecting the yoke and draw bar; to provide an arrangement whereby the draft or center sills are effectively tied against spreading; to dispose the metal in the stops in the most efficient manner to resist the shocks imposed thereon; to provide a novel stop casting having a large riveting area; and to so arrange the stop casting that the coupler key is relievedof the necessity of supporting the coupler and the coupler maintained in proper alinement with the gear.

In the drawing forming a part of this specification, Figure l is a longitudinal vertical sectional View of a draft rigging showing my improvements in connection therewith. Fig. 2 is a horizontal sectional view taken substantially on the line 2-2 of Fig. 1. Fig. 3 is a view similar to Fig. l of a diflerent embodiment of my invention, the shock absorbing mechanism, yoke and draw bar being omitted. And Fig. 4 is a horizontal sectional View of the structure illustrated in Fig. 3 and taken on the line H thereon.

In said drawings and referring to the structure illustrated in Figs. 1 and 2, 1O 10 denote channel center sills or draft members having the flanges thereof extending outwardly. Extendlng between and secured to said sills, at the rear of the gear, is a combined rear stop and bolster filler designated generally by the reference A. At the ends of the center sills and secured thereto is a combined bufier block and front stop casting designated generally by the reference B. The shock absorbing mechanism C illustrated in the drawing is that of a well known type of Minor friction gear, said mechanism being operatively connected to the draw bar ll by a horizontal yoke 12 and coupler key 13, the latter extending through suitable slots in the draw bar, yoke arms, and slots in the sills. The shock absorbing mechanism is suitably supported by a detachable saddle plate 14.

Referring now more particularly to the combined rear stop and bolster filler casting A, the same comprises a substantially hollow rectangular box having a rear wall 15, side walls 16 16 riveted to the sills', front wall 17 and bottom 18. The bottom is provided with a perforated boss 19 to receive the center pin, said boss 19 being suitably reinforced from four sides by strengthening webs 2O 20. As clearly appears from Fig. 2, the side walls of the casting A are extended forwardly of the walls 17, as indicated at 21 21, said extensions being also riveted to the sills. Upper and lower horizontal Webs 22 and 23 are also provided for Wardly of the vertical wall 17, said webs 22 and 23 being spaced apart sufficiently to permit the rearward movement of the yoke therein under bufi". At their forward edges, the webs 22 and 23 are provided with vertical flanges 24 and 25 respectively, which form stop shoulders for the gear. flanges 24 and 25 are suitably braced by ribs 26 and 27 arranged longitudinally. The casting A is further provided with horizontally arranged ledges 27 and 28 on opposite sides thereof to form a longer guideway for the yoke.

The casting B upper horizontally as shown, comprises an extending web 29, lower horizontally extendin web 30, vertical side walls 31 31, and a bu er block 82, the latter having an upstanding flange 33 riveted to the end wall or end sill of the car. At its rear edge, upstanding from sill to ment for the the lower web 30 is vertical flange 34 which extends sill and forms an upper abutfront follower 35. Similarl provided with a depending flange 36 at its rear edge, which forms a lower shoulder for said follower 35.

At the extreme front end of the casting B, there is secured a U-shaped member 37, the lower horizontal portion thereof having mounted on its top face an inverted U-shaped plate 38 forming a wear plate for the shank of'the coupler to ride upon. It will also be noticed that the front portion of the lower horizontal Web of the casting B is down- The the web 29 is provided with an wardly offset as indicated at 31, so that the butt of the coupler rides upon the rear portion of said web and is properly alined with the gear. The coupler may be withdrawn by removing the key 13 and the member 37.

From the preceding description it will be seen that only two castings are necessary to form the front and rear stops for the gear, the buffer block, and the bolster filler. These castings are furthermore so designed as to provide efficient bearing surface for the front follower and gear, the shocks being transmitted to the respective castings in line with the horizontal webs thereof. It is also apparent that the gear may be removed from below by disconnecting the saddle. plate 14, and withdrawing the gear C downwardly. v

Referring now to the structure illustrated in Figs. 3 and 4c, 110 110 denote the center sills which terminate a short distance forwardly of the bolster filler. Instead of employing two castings A and B, as illustrated in Figs. 1 and 2, I employ a single casting D, the same having the I rear portion A thereof similar to the casting A shown in Figs. 1 and 2, and the front portion B thereof similar to the casting B shown in Figs. 1 and 2. The portions A and B are formed integrally and are connected by longitudinally extending web portions 4O 10 which take the place of the omitted ends of the sills, said webs 4O 40 being suitably reinforced by horizontally arranged upper and lower flanges thereof, and which also form guides for a horizontal yoke. The casting D is also provided with laterally extended flanges L3 43 substantially in 41 and 12 on the inner faces to which the saddle plate 114 may be bolted for supporting the gear. It is/believed the operation and detail of -construction of the casting D will be understood without further description, in view of the detailed description given of the castings illustrated in Figs. 1 and 2.

I claim:

1. In a draft rigging for railway cars, a stop casting having integral, upper and lower horizontally extending front and rear stop shoulders and integral side webs forming center sill extensions.

2. In a draft rigging for railway cars,the combination with center sills, of a casting secured thereto, said casting having an integral buffer block, upper and lower horizontally arranged front stop shoulders, upper and lower horizontally arranged rear stop shoulders, and bolster filler.

3. In a draft rigging for railway cars, the combination with center sills, of a casting secured thereto, said casting having upper and lower horizontally arranged front upper and lower horizonstop shoulders,

and boltally arranged rear stop shoulders, ster filler.

4. Ina draftrigging for railway cars, a stop casting having integral upper and lower horizontally extending front stop shoulders connected by integral vertical webs, said casting having also an integral buffer block line with the upper stop shoulder.

In witness that I claim the foregoing I have hereunto subscribed my name this 14th day of March, 1916.

' GOODRICH Q. LEWIS. 

